Transmission for a hybrid drive arrangement, hybrid drive arrangement, vehicle, method for operating the hybrid drive arrangement, computer program and storage medium

ABSTRACT

The invention relates to a transmission (100) for a hybrid drive arrangement which can be coupled to two drive assemblies (7, 8), comprising an input shaft (10), and an output shaft (11), at least one first, second and third shifting element (SE1, SE2, SE3), and at least one double planetary gear (5), comprising a first sun gear and a first ring gear and a second sun gear and a second ring gear and a planet carrier. The input shaft (10) can be coupled to the planet carrier of double planetary gear (5) by means of the first shifting element (SE1) and can be coupled to the first sun gear of the double planetary gear (5) by means of the second shifting element (SE2), and can be coupled to the first ring gear of the double planetary gear (5) by means of the third shifting element (SE3) and the output shaft (11) is coupled to the planet carrier of the double planetary gear (5).

BACKGROUND OF THE INVENTION

The invention relates to a transmission for a hybrid drive arrangement.Furthermore, the invention relates to a hybrid drive arrangement havinga transmission, to a vehicle having a hybrid drive arrangement, and to amethod for operating the hybrid drive arrangement, and to a computerprogram and a machine-readable storage medium.

Transmissions for hybrid drive arrangements are known from the priorart. For example, WO2010/009943 A1 discloses a double clutchtransmission which makes the operation of a hybrid vehicle possible byway of internal combustion engine, by way of electric motor, and by wayof the two drive units together. Transmissions of this type are complex,heavy and expensive. There is a requirement for transmission topologieswith a reduced mechanical complexity, a decreased installation spacerequirement and a reduced weight.

In the following text, the term “coupled” or “attached” is used in thesense of a fixed connection. In contrast to this, the term “can becoupled” comprises both fixed and switchable connections within thecontext of the present description. If a switchable connection isspecifically meant, the corresponding shifting element is as a rulespecified explicitly, in particular a brake or a clutch. If, incontrast, a fixed, rigid or non-rotating connection is specificallymeant, the term “coupled” or “attached” is as a rule used and the use ofthe term “can be coupled” is dispensed with. The use of the term “can becoupled” without specification of a specific shifting element thereforeindicates the intentional inclusion of the two types. This distinctiontakes place solely for the benefit of improved comprehensibility and, inparticular, in order to clarify where the provision of a switchableconnection instead of a fixed connection or coupling which can as a rulebe realized more easily is absolutely necessary. The above definition ofthe term “coupled” or “attached” is therefore in no way to beinterpreted to be so narrow that couplings which are insertedarbitrarily for bypassing purposes are derived from its literal sense.

SUMMARY OF THE INVENTION

A transmission for a hybrid drive arrangement is provided, whichtransmission can be coupled to two drive units, having an input shaftand an output shaft, at least a first, a second and a third shiftingelement, and at least a double planetary transmission, having a firstsun gear and a first internal gear and a second sun gear and a secondinternal gear and a planetary carrier, it being possible for the inputshaft to be coupled by means of the first shifting element to theplanetary carrier of the double planetary transmission, and it beingpossible for said input shaft to be coupled by means of the secondshifting element to the first sun gear of the double planetarytransmission, and it being possible for said input shaft to be coupledby means of the third shifting element to the first internal gear of thedouble planetary transmission, and the output shaft being coupled to theplanetary carrier of the double planetary transmission.

A transmission for a hybrid drive arrangement is provided. For theoperation of the hybrid drive arrangement, two drive units can becoupled to the transmission. The transmission comprises an input shaftand an output shaft, at least a first, second and a third shiftingelement and at least one double planetary transmission, having a firstsun gear and a first internal gear and a second sun gear and a secondinternal gear and an (in particular, common) planetary carrier. Inparticular, the first and the second sun gear are externally toothed. Inparticular, the first and the second internal gear are internallytoothed. First, in particular stepped, planets are in engagement withthe first sun gear, the first internal gear, the second internal gearand with second planets, the first planets orbiting the first sun gearin a meshing manner and meshing with the first internal gear, the secondinternal gear and second planets. Second planets are in engagement withthe first planets and the second sun gear, and mesh with the firstplanets and the second sun gear. In particular, the first and secondplanets are externally toothed. A common planetary carrier fixes thespacings of the first and second planets from one another and among oneanother. The output shaft is coupled to the planetary carrier of thedouble planetary transmission. Within the context of the description, acoupling is to be understood to mean a connection which is configuredrigidly, for example in one piece, for example by means of a shaft, orwith a fixed transmission or transmission stage. The input shaft can becoupled by means of the first shifting element to the planetary carrierof the double planetary transmission. Furthermore, the input shaft canbe coupled by means of the second shifting element to the first sun gearof the double planetary transmission. Furthermore, the input shaft canbe coupled by means of the third shifting element to the first internalgear of the double planetary transmission. In particular, the outputshaft can be coupled to an output. An output is, in particular, at leastone shaft or an axle which transmits the movement of the output shaft tothe mechanical drive train of a vehicle, for example to a differentialor to a drive wheel. A transmission is advantageously provided whichtransmits the rotational speed and the torque which prevails at theinput shaft to the output shaft in accordance with the transmissionratios in the transmission in the case of a closed first and an opensecond and third shifting element. The input shaft is decouped from theoutput shaft in the case of an open first shifting element.

In another refinement of the invention, the transmission comprises afourth shifting element which is set up to brake or to release thesecond internal gear of the double planetary transmission (5).

A fourth shifting element is provided for the transmission, which fourthshifting element makes releasing or braking of the second internal gearof the double planetary transmission possible, in particular connectingof the second internal gear of the double planetary transmission orsupporting of the second internal gear of the double planetarytransmission on a fixed point or on a housing of the transmission. Thebraking of the second internal gear of the double planetary transmissioncomprises the reduction of the rotational speed of the second internalgear, in particular to a standstill of the second internal gear of thedouble planetary transmission. The releasing of the second internal gearof the double planetary transmission comprises the releasing of thebrake, with the result that the second internal gear of the doubleplanetary transmission accelerates in accordance with the forces whichact on the second internal gear of the double planetary transmission. Inaddition to the abovementioned operating modes, further operating modescan advantageously be set by way of the above-described topology of thetransmission with the first to fourth shifting elements. The highesttransmission ratio which can be achieved by way of said transmissionbetween the input shaft and the output shaft thus results in the case ofa closed fourth and second shifting element and an open first and thirdshifting element.

In another refinement of the invention, the transmission comprises afifth shifting element which is set up to brake or to release the sungear of the double planetary transmission.

A fifth shifting element is provided for the transmission, which fifthshifting element makes releasing or braking of the second sun gear ofthe double planetary transmission possible, in particular connecting ofthe sun gear of the double planetary transmission or supporting of thesecond sun gear of the double planetary transmission on a fixed point oron a housing of the transmission. The braking of the second sun gear ofthe double planetary transmission comprises the reduction of therotational speed of the second sun gear of the double planetarytransmission, in particular to a standstill of the second sun gear ofthe double planetary transmission. The releasing of the second sun gearof the double planetary transmission comprises the releasing of thebrake, with the result that the second sun gear of the double planetarytransmission accelerates in accordance with the forces which act on thesecond sun gear of the double planetary transmission. In addition to theabovementioned operating modes, further operating modes canadvantageously be set by way of the above-described topology of thetransmission with the first to fifth shifting elements. In particular, asecond highest or a lowest transmission ratio which can be achieved byway of said transmission between the input shaft and the output shaftthus results in the case of a closed fifth and second or third shiftingelement.

In a further refinement of the invention, the first shifting elementcomprises a clutch.

In order to connect the input shaft to the planetary carrier of thedouble planetary transmission, the first shifting element is configuredas a clutch. A clutch of this type can be, in particular, a dry clutch,a wet clutch or a claw coupling. Possibilities for a controllableconnection of the input shaft to the planetary carrier areadvantageously provided.

In another refinement of the invention, the second and/or the thirdshifting element comprises a claw coupling.

The second and/or third shifting element are/is configured as a clawcoupling. The second and third shifting element are either open orclosed in an alternating manner, that is to say are never closedsimultaneously. Therefore, said two shifting elements can advantageouslybe actuated by means of an actuator and a selector fork or selectorrocker. To this end, the actuator actuates, in particular, threepositions: second shifting element closed; both shifting elements open;third shifting element closed. A possibility for controllably couplingthe input shaft to the components of the double planetary transmissionis advantageously provided.

In another refinement of the invention, the fourth and/or the fifthshifting element comprise/comprises a brake.

The fourth and/or the fifth shifting element are/is configured as abrake, in particular as a dry brake or wet brake or as a claw couplingconfigured as a brake. A possibility for controllably releasing andbraking the components of the double planetary transmission isadvantageously provided.

In another refinement of the invention, a first drive unit, inparticular an internal combustion engine, can be coupled to the inputshaft, and/or a second drive unit, in particular an electric machine,can be coupled to the first sun gear of the double planetarytransmission.

The first drive unit can be attached on the input shaft on the inputside. The second drive unit can be coupled to the first sun gear of thedouble planetary transmission. For generator operation of the seconddrive unit, for example an electric machine, for example in order tocharge a battery, the first drive unit or the internal combustion enginecan advantageously be connected to the electric machine by means ofclosing of the second shifting element and opening of the first, thirdand fourth and fifth shifting element. Since the two drive units aredecoupled here from the output shaft and therefore no torque istransmitted to the output shaft, said charging can take place in thecase of an output shaft which is at a standstill, for example, that isto say, for example, during the standstill of a vehicle (standstillcharging). In the case of an output shaft which is, for example, at astandstill, a direct transmission of the rotational energy of the firstdrive unit to the second drive unit or vice versa, for example, forstarting an internal combustion engine, is made possible.

Power-split operation of the transmission (eCVT mode) is made possibleby way of closing of the third shifting element and opening of thefirst, second, fourth and fifth shifting element. Here, the first driveunit acts on the first internal gear of the double planetarytransmission and the electric machine acts on the first sun gear of thedouble planetary transmission, the planetary carrier of which isconnected to the output shaft. Here, the transmission ratio between theinput shaft and the output shaft can be varied continuously over a widerange by means of specification of a rotational speed or a torque of thesecond drive unit. Power-split operation (also called eCVT1 mode) isadvantageously made possible, in the case of which both the propulsionpower at the output shaft and the charging power for the generatoroperation of the electric machine can be set independently of oneanother. Charging at a standstill or in crawling mode (≥0 km/h toapproximately 10 km/h) and a smooth comfortable transition from thestandstill charging mode into the crawling charging mode and the drivingmode is advantageously made possible with a fixed transmission, that isto say in a fixed gear.

In the case of a closed fourth or fifth shifting element, the seconddrive unit is connected in each case via a fixed transmission ratio tothe output shaft, with the result that driving of the output shaft takesplace only by means of the second drive unit when there is in each caseone fixed transmission ratio.

There is also the possibility that the first drive unit is configured,for example, as an electric machine, and the second drive unit isconfigured, for example, as an internal combustion engine. In aconfiguration of this type, different functionalities and operatingmodes for the interaction of the components can result by means of thetransmission, which are not described further here.

In another refinement of the invention, the transmission ratios of thetransmission are changed without the traction force being interrupted.

Changing of the transmission ratios of the transmission, in particularshifting into another gear or into another operating mode of thetransmission, takes place without the traction force being interruptedif, in particular, for the change from one operating mode of thetransmission into another, one of the shifting elements retains itsstate, a second one of the shifting elements is transferred from aclosed state into an open state, and a third one of the shiftingelements is transferred from an open state into a closed state. Atransmission is advantageously provided, in the case of which changingof the gear stages without an interruption of the traction force is madepossible.

In another refinement of the invention, the transmission comprises anactuator for actuating at least one of the shifting elements in a mannerwhich is dependent on a predefined operating specification signal.

An actuator is provided which actuates at least one of the shiftingelements in a manner which is dependent on a predefined operatingspecification signal, for example a requested torque, a predefinedrotational speed, or a defined operating point of the drive unit. Saidparameters of the operating specification signal can be related to theoutput shaft of the transmission, to the input shaft, or to the shaftswhich are to be connected to the drive units. Control of thetransmission is advantageously made possible.

Furthermore, the invention relates to a hybrid drive arrangement havinga transmission, the hybrid drive arrangement comprising a second driveassembly and/or a pulse inverter, an electric energy source or a firstdrive unit.

A hybrid drive arrangement having an above-described transmission isprovided. The hybrid drive arrangement comprises a second driveassembly. In particular, the hybrid drive arrangement comprises a pulseinverter, an electric energy source and/or a first drive unit. Thesecond drive unit is coupled or connected, in particular, to the firstsun gear of the double planetary transmission. The pulse inverter isprovided, in particular, for supplying the second drive unit, inparticular an electric machine. To this end, in particular, it convertsthe electric energy of an electric energy source, for example a batteryand/or a fuel cell. The first drive unit is coupled or connected, inparticular, to the input shaft. A hybrid drive arrangement which is setup for use in a vehicle is advantageously provided.

Furthermore, the invention comprises a vehicle having a described hybriddrive arrangement. A vehicle which comprises a hybrid drive arrangementis advantageously provided.

Furthermore, the invention comprises a method for operating a hybriddrive arrangement having a transmission. The method comprises thefollowing steps:

determining of an operating specification signal;

actuating of at least one of the shifting elements in order to set thefunctionality of the transmission in a manner which is dependent on theoperating specification signal (BV).

A method for operating a hybrid drive arrangement having a transmissionis provided. Here, an operating specification signal is determined. Atleast one of the shifting elements is closed or opened in order to setthe functionality of the transmission or of a corresponding operatingmode in a manner which is dependent on the operating specificationsignal. The operating specification signal is predefined in a mannerwhich is dependent on an operating strategy, a driver request oraccelerator pedal, a battery management system or other systems whichare available, for example, in a vehicle. In a manner which is dependenton said operating specification signal, the shifting elements areactuated in order to set the corresponding functionality or theoperating mode of the transmission, in particular the clutches or brakesare closed or opened. The functionality of the transmission or theoperating mode are, in particular, the different transmission ratios ofthe various gear stages, or the various modes or operating modes, forexample generator operation of the second drive unit in the case of astationary output shaft or the eCVT mode. A method for operating ahybrid drive arrangement is advantageously provided.

Furthermore, the invention relates to a computer program which is set upto carry out the described method.

Furthermore, the invention relates to a machine-readable storage medium,on which the described computer program is stored.

It goes without saying that the features, properties and advantages ofthe transmission relate and/or can be applied accordingly to the hybriddrive arrangement, the vehicle and/or the method, and vice versa.Further features and advantages of embodiments of the invention resultfrom the following description with reference to the appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the following text, the invention is to be described in greaterdetail on the basis of some figures, in which:

FIG. 1 shows a diagrammatic illustration of the hybrid drive trainarrangement having a transmission,

FIG. 2 shows a shifting matrix of the transmission,

FIG. 3 shows a diagrammatically illustrated vehicle having a hybriddrive train arrangement, and

FIG. 4 shows a diagrammatically illustrated method for operating ahybrid drive train arrangement.

DETAILED DESCRIPTION

FIG. 1 shows a hybrid drive train arrangement 200 having a first driveunit 7, in particular an internal combustion engine, and a second driveunit 8, in particular an electric machine, and a transmission 100. Inparticular, the hybrid drive train arrangement comprises a pulseinverter 60 for supplying the second drive unit 8 with electric energy.Furthermore, the hybrid drive train arrangement 200 comprises, inparticular, an electric energy source 70 which is connected to the pulseinverter 60. The transmission 100 comprises the input shaft 10 and theoutput shaft 11. Furthermore, the transmission 100 comprises a doubleplanetary transmission 5, having a first sun gear and a first internalgear and a second sun gear and a second internal gear and a planetarycarrier. In particular, the first and the second sun gear are externallytoothed. In particular, the first and the second internal gear areinternally toothed. First, in particular stepped, planets are inengagement with the first sun gear, the first internal gear, the secondinternal gear and having second planets, the first planets orbiting thefirst sun gear in a meshing manner and meshing with the first internalgear, the second internal gear and second planets. Second planets are inengagement with the first planets and the second sun gear, and mesh withthe first planets and the second sun gear. In particular, the first andsecond planets are externally toothed. A common planetary carrier fixesthe spacings of the first and second planets from one another and ineach case among one another. Furthermore, the transmission 100 comprisesfive shifting elements SE1 . . , SE5. The first shifting element SE1, inparticular a clutch, is set up to connect or to disconnect the inputshaft 10 to/from the planetary carrier of the double planetarytransmission 5. The second shifting element SE2, in particular a clawcoupling, is set up to connect or to disconnect the input shaft 10to/from the first sun gear of the double planetary transmission 5. Thethird shifting element SE3, in particular a claw coupling, is set up toconnect or to disconnect the input shaft 10 to/from the first internalgear of the double planetary transmission 5. Furthermore, thetransmission 100 can have a fourth shifting element SE4. The fourthshifting element SE4, in particular a brake, is set up to brake or torelease the second internal gear of the double planetary transmission 5,in particular by the brake connecting the second internal gear to afixed point or, for example, supporting it on the housing (not shown) ofthe transmission 100. Furthermore, the transmission 100 can comprise afifth shifting element SES. The fifth shifting element SES, inparticular a brake, is set up to brake or to release the second sun gearof the double planetary transmission (5), in particular by the brakeconnecting the second sun gear to a fixed point or, for example,supporting it on the housing (not shown) of the transmission 100.Furthermore, the transmission is set up to be coupled or connected to afirst drive unit via the input shaft 10 for operation. To this end, FIG.1 shows that the shaft of the first drive unit 7 is connected to theinput shaft 10, in particular via a spur gear set. The second drive unit8, in particular an electric machine, is connected to the first sun gearof the double planetary transmission 5, as shown in FIG. 1. For anoptimization of the transmission ratios, the output shaft 11 isconnected, for example, to a differential 14, for example via an output12, in particular a spur gear set, via which differential 14 themovements are transmitted to the wheels 310. An actuator 50 is providedfor actuating the shifting elements, which actuator 50 carries out themethod for operating the hybrid drive arrangement having thetransmission. The control lines between the actuator 50 and theindividual shifting elements SE1 . . . SE5 are indicated as just anarrow, for the sake of clarity, and not illustrated completely. Thecommunication between the shifting elements SE1 . . . SE5 and theapparatus can take place by means of the control lines and also by meansof a bus system or in a wireless manner.

FIG. 2 shows a shifting matrix of the transmission. The individualshifting elements SE1 . . . SE5 are indicated in the columns, and anapproximate transmission ratio which results between one of the driveunits and the output shaft is shown in the last column by way ofexample. The different gear stages, gears or operating modes of thetransmission are indicated in the rows. Crosses in the shifting matrixshow which of the shifting elements have to be activated, in order thatthe corresponding gear or operating mode is set. Here, activation of theshifting elements means, in particular, that a clutch is closed or abrake is actuated, with the result that a force is transmitted via theclutch from one shaft to a further shaft or a force is transmitted bymeans of the brake to a fixed point, in particular the transmissionhousing. It can be seen from the shifting matrix that, depending on thecombination of the four shifting elements, four gears G1 . . . G4 can beset, the first gear G1 having the highest transmission ratio and thefourth gear G4 having the lowest transmission ratio. In the case of thegears G1 . . . G4, there is, preferably in each case, a fixed rotationalspeed ratio between the first drive unit 7 and the output shaft 11 inaccordance with the transmission ratio given in the last column. In thegears G1 . . . G4, the output shaft is driven either individually by thefirst drive unit 7 or together with the second drive unit 8. Inparticular, these are internal combustion engine or hybrid gears, forexample if the first drive unit 7 is an internal combustion engine andthe second drive unit 8 an electric machine. Said gears also make itpossible to raise the load point of the internal combustion engine, withthe result that the electric machine can be operated as a generator, andcharging of a battery can take place during operation, in particulardriving operation of a vehicle. The gears E1 and E2 or operating modes,in which only the second drive unit 8 is connected to the output shaft11, are also shown in the following lines of the matrix. To this end, inparticular, the first, the second and the third shifting element SE1,SE2, SE3 has to be open, in order that there is no connection to thefirst drive unit 7. Electric motor gears, in particular, result in thecase of a closed fourth or fifth shifting element, for example if thesecond drive unit is an electric machine. A vehicle can advantageouslybe operated locally without emissions in said gears. The transmissionratios which are specified in the shifting matrix between the seconddrive unit 8 and the output shaft 11 result by way of example in thecase of closing of the fourth shifting element SE4 or the fifth shiftingelement SE5.

Closing of the third shifting element SE3 and opening of the remainingshifting elements SE1, SE2, SE4, SE5 result in power-split operation,the eCVT1 mode which makes a mutually independent propulsion power atthe output shaft 11 and charging power of the second drive unit 8possible. In particular, said operating mode is suitable for hybriddriving off in the case of a low battery charging state, since steplesschanging of the transmission ratios and therefore, in particular,stepless acceleration are possible in the case of a simultaneousgenerator operation of the second drive unit 8.

A further mode CH1 (also called standstill charging) results if thesecond shifting element SE2 is closed and the first, third, fourth andfifth shifting element SE1, SE3, SE4, SE5 are open. Here, the driveunits 7 and 8 are coupled to one another, there not being a connectionto the output shaft 11. In said operating mode, the second drive unit 8can be driven by means of the first drive unit 7 during the standstillof the output shaft, in particular of a vehicle, in particular can beused in the manner of a generator for charging an electric energy source70, in particular a battery. As an alternative, the first drive unit 7can also be driven by means of the second drive unit 8, and, forexample, an internal combustion engine start or a diagnosis of theinternal combustion engine can be carried out if the first drive unit 7is an internal combustion engine and the second drive unit 8 is anelectric machine.

FIG. 3 shows a vehicle 300 with wheels 310, the vehicle comprising ahybrid drive arrangement 200, as described above.

FIG. 4 shows a flow chart of a method 400 for operating a hybrid drivearrangement 200 having a transmission 100. The method starts with step405. In step 410, an operating specification signal BV is determinedand, in step 420, at least one of the shifting elements SE1 . . . SE5 isactuated in order to set the functionality of the transmission 100 in amanner which is dependent on the operating specification signal BV. Themethod ends with step 425. Here, the operating specification signal BVis either a parameter for a physical variable in the transmission 100,such as a torque or a rotational speed or a power output to betransmitted which is to prevail at or to be transmitted to a componentof the transmission 100. Said components are, in particular, the inputshaft 10, the output shaft 11, but also the parameters at the driveunits 7, 8 or the shifting elements SE1 . . . SE5. Moreover, theoperating specification signal BV can also represent a defined operatingmode such as one of the four gears G1 . . . G4 or the two gears E1 . . .E2 which are operated only by way of the second drive unit, or else canrepresent the special functions eCVT1 or standstill charging CH1. In amanner which is dependent on said operating specification signal BV, theshifting elements SE1 . . . SE5 are actuated in accordance with theshifting matrix, in order to shift the transmission 100 into thecorresponding gear or operating mode. For a shift between the individualgears or operating modes with no interruption of the tractive force, itis necessary that one of the shifting elements SE1 . . . SE5 retains itsstate before and after the shifting operation, a further shiftingelement moving during the shifting from the open into the closed state,whereas another shifting element moves from the closed into the openstate.

The invention claimed is:
 1. A transmission (100) for a hybrid drivearrangement, the transmission (100) configured to be coupled to twodrive units (7, 8), the transmission comprising: an input shaft (10) andan output shaft (11), at least a first, a second and a third shiftingelement (SE1, SE2, SE3), and at least one double planetary transmission(5), having a first sun gear and a first internal gear and a second sungear and a second internal gear and a planetary carrier, thetransmission further configured to couple the input shaft (10) via thefirst shifting element (SE1) to the planetary carrier of the doubleplanetary transmission (5), and couple said input shaft (10) via thesecond shifting element (SE2) to the first sun gear of the doubleplanetary transmission (5), and couple said input shaft (10) via thethird shifting element (SE3) to the first internal gear of the doubleplanetary transmission (5), and wherein the output shaft (11) is fixedlycoupled to the planetary carrier of the double planetary transmission(5).
 2. The transmission as claimed in claim 1, further comprising afourth shifting element (SE4) configured to brake the second internalgear of the double planetary transmission (5).
 3. The transmission asclaimed in claim 2, further comprising a fifth shifting element (SE5)configured to brake the second sun gear of the double planetarytransmission (5).
 4. The transmission as claimed in claim 1, wherein thefirst shifting element (SE1) comprises a slipping clutch.
 5. Thetransmission as claimed in claim 1, wherein the second, the third, orboth the second and the third shifting elements (SE2, SE3) comprise aclaw coupling.
 6. The transmission as claimed in claim 3, wherein thefourth, the fifth, or both the fourth and the fifth shifting elements(SE4, SE5) comprise a brake.
 7. The transmission as claimed in claim 1,configured to couple an internal combustion engine to the input shaft(10), to couple an electric machine to the first sun gear of the doubleplanetary transmission (5).
 8. The transmission as claimed in claim 1,further configured to changes transmission ratios of the transmission(100) without traction force being interrupted.
 9. The transmission asclaimed in claim 1, further comprising an actuator (50) for actuating atleast one of the shifting elements (SE1. . . SE5) in a manner which isdependent on a predefined operating specification signal (BV).
 10. Ahybrid drive arrangement (200) having a transmission (100) as claimed inclaim 1, the hybrid drive arrangement comprising a second drive unit (8)and/or a pulse inverter (60), an electric energy source (70) or a firstdrive unit (7).
 11. A vehicle (300) having a hybrid drive arrangement(200) as claimed in claim
 10. 12. A method (400) for operating a hybriddrive arrangement (200) having a transmission (100) as claimed in claim1, the method comprising: determining (410) an operating specificationsignal (BV); and actuating (420) at least one of the shifting elements(SE1. . . SE5) in order to set the functionality of the transmission(100) in a manner which is dependent on the operating specificationsignal (BV).
 13. A non-transitory, computer-readable storage mediacontaining program instructions that when executed by a computer causethe computer to control a transmission having an input shaft (10) and anoutput shaft (11), at least a first, a second and a third shiftingelement (SE1, SE2, SE3), and at least one double planetary transmission(5), having a first sun gear and a first internal gear and a second sungear and a second internal gear and a planetary carrier, thetransmission further configured to couple the input shaft (10) via thefirst shifting element (SE1) to the planetary carrier of the doubleplanetary transmission (5), and couple said input shaft (10) via thesecond shifting element (SE2) to the first sun gear of the doubleplanetary transmission (5), and couple said input shaft (10) via thethird shifting element (SE3) to the first internal gear of the doubleplanetary transmission (5), wherein the output shaft (11) is fixedlycoupled to the planetary carrier of the double planetary transmission(5) to determine (410) an operating specification signal (BV); andactuate (420) at least one of the shifting elements (SE1. . . SE5) inorder to set the functionality of the transmission (100) in a mannerwhich is dependent on the operating specification signal (BV).